Welcome to Club SAITO !
Senior Member
Join Date: Apr 2005
Location: goolwasa, AUSTRALIA
Posts: 1,680
Likes: 0
Received 0 Likes
on
0 Posts
Yes while I love F1 that fiasco was very embarrassing and I thought that F1 in the USA would be gone forever and I wouldnt have blamed them one bit . I think Ralph S. still has a sore back and brother Michael a sore head !The current US track is a beauty , I give the indy car drivers their due , they have big ones for sure .
My Feedback: (54)
Join Date: Jun 2011
Location: North Platte,
NE
Posts: 211
Likes: 0
Received 0 Likes
on
0 Posts
I run Stihl Ultra in all of mine, 50-1 ratio always run and start great. The instructions are in error to run 20-1 most engines plug up with to much oil
No, they aren't in error, run 50-1 in a Saito FG and you will soon lose it. It is a Glow motor converted to gas, and it is a 4 stroke to boot. Never think you can run 2 stroke fuel in a 4 stroke and think it will last. Even at 16-1 ratio, there is very little oil in the crank, and the exhaust leaves very little residue.
Follow the instructions in the manual to the letter and the engine will last a long time. I am very careful not to get the 2 stoke fuel mixed up with the Saito fuel, don't want to damage the engine.
When I broke in the FG-11 at 20-1 there was very little coming out the crank case vent, and that had me concerned so I went 16-1 and saw some oil, and that made me feel better. I use a scavenge pipe attached to the muffler to suck the residue out and away from the plane so all I need to clean up after a few hours flight is a small bit on the landing gear.
Follow the instructions in the manual to the letter and the engine will last a long time. I am very careful not to get the 2 stoke fuel mixed up with the Saito fuel, don't want to damage the engine.
When I broke in the FG-11 at 20-1 there was very little coming out the crank case vent, and that had me concerned so I went 16-1 and saw some oil, and that made me feel better. I use a scavenge pipe attached to the muffler to suck the residue out and away from the plane so all I need to clean up after a few hours flight is a small bit on the landing gear.
Join Date: Mar 2007
Location: Colorado Springs, CO
Posts: 9
Likes: 0
Received 0 Likes
on
0 Posts
Sounds like you have some good experience with Saito FG Engines. This is my first and as you know it's a healthy investment . I think as you stated, following the manual is the best advice to have a engine that lasts. I have ordered a Keleo exhaust ring for the FG60R3 I see as you mentioned that there is a breather that vents excess oil from the crankcase. Is it possible since the Keleo exhaust ring has a smoke tap to attach the crank case vent hose to the tap? That would been a great way to get rid of excess oil with out a lot of mess.
No, they aren't in error, run 50-1 in a Saito FG and you will soon lose it. It is a Glow motor converted to gas, and it is a 4 stroke to boot. Never think you can run 2 stroke fuel in a 4 stroke and think it will last. Even at 16-1 ratio, there is very little oil in the crank, and the exhaust leaves very little residue.
Follow the instructions in the manual to the letter and the engine will last a long time. I am very careful not to get the 2 stoke fuel mixed up with the Saito fuel, don't want to damage the engine.
When I broke in the FG-11 at 20-1 there was very little coming out the crank case vent, and that had me concerned so I went 16-1 and saw some oil, and that made me feel better. I use a scavenge pipe attached to the muffler to suck the residue out and away from the plane so all I need to clean up after a few hours flight is a small bit on the landing gear.
Follow the instructions in the manual to the letter and the engine will last a long time. I am very careful not to get the 2 stoke fuel mixed up with the Saito fuel, don't want to damage the engine.
When I broke in the FG-11 at 20-1 there was very little coming out the crank case vent, and that had me concerned so I went 16-1 and saw some oil, and that made me feel better. I use a scavenge pipe attached to the muffler to suck the residue out and away from the plane so all I need to clean up after a few hours flight is a small bit on the landing gear.
My Feedback: (102)
Join Date: Dec 2001
Location: Colonial Beach, VA
Posts: 20,370
Likes: 0
Received 24 Likes
on
24 Posts
That 50 to 1 mixture is for engines like Stihl engines that have all needle bearings on the crank and rod..
PS, the FG 11 is slightly larger at .66 cu. inch.
PS, the FG 11 is slightly larger at .66 cu. inch.
Last edited by Hobbsy; 12-31-2016 at 04:03 AM.
Sounds like you have some good experience with Saito FG Engines. This is my first and as you know it's a healthy investment . I think as you stated, following the manual is the best advice to have a engine that lasts. I have ordered a Keleo exhaust ring for the FG60R3 I see as you mentioned that there is a breather that vents excess oil from the crankcase. Is it possible since the Keleo exhaust ring has a smoke tap to attach the crank case vent hose to the tap? That would been a great way to get rid of excess oil with out a lot of mess.
That wouldnt work since smoke oil is pumped into the exhaust, and the crankcase needs to breath freely. What I did was take some soft brass tubing and strapped it to the muffle with the end cut at an angle in the exhaust stream, then connected a fuel line between it and the crankcase nipple. The angle is facing away from the end of the muffler so that the exhaust stream creates a sort of a vacuum on the tube to suck the waste oil away yet still allow for the crankcase to suck air in. If you connected the smoke nipple to the crank, you would be forcing exhaust into the crank and the engine would run like crap, if at all.
Since gas gives less power, I guess that would make them equal in output then. Since it will be several months before I can fly again, I have some time to locate a used Saito 62.
Guns and knives? that was a while back,FNQ from far north queensland (millions of cane toads) used to drive a taxi and had to subdue a couple of passengers i think.Then he shifted to outback new south wales but has'nt changed his moniker to NSW yet and has been missing in action for a while.On a cheeky note if you google "daz the cane toad" a you tube vid comes up that will explain the whole sorry saga bj and pope will have seen it.It's an animated cartoon about what happens to australian cane toads when they get off their own patch,hilarious.
ps...dazza?? you out there ?
My Feedback: (5)
Join Date: Jan 2013
Location: matthews,
NC
Posts: 264
Likes: 0
Received 0 Likes
on
0 Posts
My Feedback: (5)
Join Date: Jan 2013
Location: matthews,
NC
Posts: 264
Likes: 0
Received 0 Likes
on
0 Posts
I need some opinions I have a Saito 82 with no home and I was thinking of putting it in a Japanese Zero with a 60" wingspan and a total eight of around 8 pounds. What are your opinions if the 82 will fly this plane in a scale manner?
Yes it will pull an 8 pound plane around just fine. And should be some what scale.
Senior Member
My Feedback: (3)
I think weight will determine if the 82 has adequate power, but from experience would think it has more than enough. I pull anywhere from 8-12.5lbs around behind 91-100's.
FlyerInOKC, sent you a PM.
FlyerInOKC, sent you a PM.
My Feedback: (149)
Morning all, wishing all here a good 2017. Got a 62 going in a Rascal, inverted, and was considering dumping the crankcase exhaust back into the carb (no velocity stack on the 62). Was wondering if anyone had done this, or if it is a good idea.
T-man49 in Al
Saito 723
T-man49 in Al
Saito 723
Morning all, wishing all here a good 2017. Got a 62 going in a Rascal, inverted, and was considering dumping the crankcase exhaust back into the carb (no velocity stack on the 62). Was wondering if anyone had done this, or if it is a good idea.
T-man49 in Al
Saito 723
T-man49 in Al
Saito 723
Happy New Year
I would think it would hurt performance more than help anything. Just scavenge the CC vent to the muffler. This gets the waste oil away from there and puts it where the oil is going to be anyway, in the exhaust stream.
Senior Member
My Feedback: (3)
Never tried it either way, but what comes from that vent is excess oil and other contaminants. Not sure why OS bother with this method other than it would provide a draw on the case vent and ensure it exits. Personally I have no interest to run it through again, although technically it goes straight through the combustion process and back out again.
Tying it to the exhaust may be a better idea. I would recommend a second fitting to prevent that from getting back into the tank via the pressure line.
If you do go with a regular vent line to dump overboard you need to make it as short and/or as large an internal diameter as possible to allow that excess oil and contaminants to exit before the negative pressure as the piston rises from drawing it back in again.
Tying it to the exhaust may be a better idea. I would recommend a second fitting to prevent that from getting back into the tank via the pressure line.
If you do go with a regular vent line to dump overboard you need to make it as short and/or as large an internal diameter as possible to allow that excess oil and contaminants to exit before the negative pressure as the piston rises from drawing it back in again.
Had to dig through my old photos from 2 years ago to find it, but here is a scavenging system that works. Look close at the exit of the brass tube. The flow of exhaust out the muffler creates a vacuum in the tubing to suck the waste oil out, but also allows it to breathe freely.
My Feedback: (102)
Join Date: Dec 2001
Location: Colonial Beach, VA
Posts: 20,370
Likes: 0
Received 24 Likes
on
24 Posts
This puts the vent juice in the exhaust stream, I doubt that enough venturi effect happens to aid anything. In a larger diameter tube the by pass oil gets bogged down and gurgles back and forth. In a smaller tube it just goes out flowing smoothly above about 4,000 rpm.
My Feedback: (149)
Hey all . . . and WOW. Thanx for all the quick responses. Knew I'd heard of regurgitating the cc waste before, but even thou the 62 is more than needed (Rascal 80EG), last thing wanted is stuttering or sagging at an inopportune time. Took a minute to actually measure various lengths . . . . 5" to carb, 8" to exit bottom cowl, and 10" to tip of muffler. acdii, that's a good looking installation and is very similar to mine, except for a rt angle exhaust adapter. Believe Dave has shown a turbo muffler with cc exhaust tied to it. Seems like the clean way to go. Thanx again.
Senior Member
My Feedback: (3)
My Feedback: (1)
Makes sense, but then the ones that exit in the exhaust stream will suck in dirty air.